Railway car brake mechanisms



Jan. 31, 1967 E. G. GOODS RAILWAY CAR BRAKE MECHANISMS Filed Dec. 11,1964 3 Sheets-Sheet 1 5 Y m m M 6 D R v m Jan. 31, 1967 E. G. GOODSRAILWAY CAR BRAKE MECHANISMS 3 Sheetsheet 3 Filed Dec. 11. 1964 r 1NVENTOR.

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E. G. GOODS RAILWAY CAR BRAKE MECHANISMS Jan. 31, 1967 3 Sheetsheet 5Filed Dec. 11. 1964 mid/m fl m I 7 WJW ml ww I I H/ZW w United StatesPatent 3,301,353 RAILWAY CAR BRAKE MECHANISMS Edward G. Goods, Snyder,N.Y., assignor to Buffalo Brake Beam Company, a corporation of New YorkFiled Dec. 11, 1964, Ser. No. 417,617 7 Claims. (Cl. 18859) The presentinvention relates to railway car brake mechanisms especially of thefreight type and is an improvement upon the inventions shown anddescribed in Busch U.S. Patents 2,903,096, 2,903,097 and 2,903,098.

One object of the present invention is to provide a brake mechanism ofthe general type described, which has a lesser number of parts and whichconsequently is of simpler construction.

Other objects, features and advantages of the invention are apparentfrom the following description and from the accompanying drawings, inwhich FIG. 1 is a top plan view of a railway car truck, which hasbraking mechanisms constituting one embodiment of the present inventionand which is shown with one manner of mounting a brake applying aircylinder;

FIG. 2 is a top plan view of a part of the railway car truck shown inFIG. 1; 7

FIG. 3 is a section of the railway car truck taken on lines 3-3 of FIG.1; and

FIGS. 4, 5 and 6 show detail vertical sections of other waysrespectively of mounting a brake applying air cylinder. 7

Referring to FIGS. 1-3 of the drawings, there is shown a railway freightcar truck comprising a pair of side structures or frames 10 havingrespective guide openings 11 to receive the ends of a conventional truckbolster 12 extending between said frames and projecting at the ends intosaid openings, where they are supported on coil springs (not shown) andare guided by side columns 13 of said opening for verticalshock-absorbed movement. The bolster 12 is provided at its ends withlugs 14 engaging the inboard sides of the side columns 13 of the sideframes 10 and lugs (not shown) engaging the outboard sides of the sidecolumns. These lugs 14 guide the bolster 12 for vertical movement.

The bolster 12 is also provided with a center conformation 16 for directpivotal connection'to the underside of the railway car body in aconventional manner. Between the two side frames 10 and supportedthereon by suitable bearings on opposite sides of the bolster 12 are twoparallel axles 17 carrying on opposite ends flanged ca-r wheels 18 whichride on rails (not shown).

To support certain operating parts of the brake mechanism and at thesame time to sustain the side frames 10 against the stresses of thebraking action, there are provided two horizontal parallel equalize-rbars 20 on opposite sides of the bolster 12, each bar pivotallyconnecting at its ends with brackets 21 integral or otherwise fixedlysecured to the side frames 10 by means of hinge pins 22.

The side frames 10 are shown of the conventional type employed withbrake mechanisms having brake bearns with their ends slida ble in guideson the inboard sides of said side frames. In the specific form shown,these brake beam guides are defined by the brackets 21, and since theseguides usually slant downwardly towards each other, the end sections ofthe equalizer bars 20 are twisted to fit snugly with a pivotal slide fitin the guides formed by the brackets, while the intermediate sections ofthe equalizer bars are not only longitudinally horizontal but alsotransversely horizontal.

Th equalizer bars 20 secured to the side frame brackets 21 through thehinge pins 22 as described, assist the bolster 12 in maintaining thetruck side frames 10 in 7 3,301,353 Patented Jan. 31, 1967 alignment orparallel to the respective rails. The equalizer bars 20 and the truckside frames 10 form a parallelogram, and since these are pivotallyjoined through the brackets 21 and the hinge pins 22, they operate as aparallel motion permitting the side frames to shift relatively endwiseand into limited angular positions with respect to the equalizer bars 20when the wheels 18- are rounding a curve. The equalizer bars 20 alsoserve to support the weight of the brake mechanism.

The brakes for thefour car whels 18 of each car truck are operated byfour similar L-shape brake head levers 2 5, each in the form of abell-crank having at its elbow an upright tubular bearing 26 seated onan extension 27 on the inner side of a corresponding equalizer bar 20and pivotally secured thereto by a pivot bolt 28. The brake head lever25 has a power arm 30 extending along the corresponding equalizer bar 20transversely of the car truck and arranged to receive braking power in amanner to be described, and an arm 31 extending longitudinally of thecar truck and carrying at its outer end a brake head 32 by means of apivot pin 33. The brake head 32 carries a face plate with a brake shoe34 for application to a brake rotor or disc 35, which is affixed to thecorresponding car wheel 18 on the inboard side thereof for rotationtherewith to stop said disc and which presents a brake face on itsinboard side. v

The two brake head levers 25 near each side of the car truck aresymmetrically arranged on opposite sides of the bolster 12 and aresimultaneously powered by a corresponding double air cylinder unit 40comprising a cylinder 41, whichis shown supported in FIGS. 1-3 centrallyof and on the top wall 42 of the bolster, and which is affixed to saidtop wall by means of studs 43, passing through ears 44 projecting fromthe cylinder and threaded into said bolster wall. This cylinder 41 isdivided by a ring partition 45 rigidly secured to the walls of thecylinder and has two inlets 46 near opposite ends thereof connected to asource of air power by a pipe system 47 and has also a vent 48 near themiddle of the cylinder. Two pistons 50 slidable in the cylinder 41 areurged outwardly in the positions shown in FIG. 2 by two coil springs 51bearing at their inner ends against the partition 45 and at their outerends against the two pistons. The pistons 50 are rigidly secured torespective piston rods 52 connected at their outer ends to the outerends of the power arms 30 of the two brake head levers 25 on the corresponding side of the car truck by respective slide and pivot connections53.

In the operation of the brake mechanisms described, the coil springs 51acting on the pistons 50 normally urge these pistons in position tomaintain the brake shoes 34 away from the brake faces of thecorresponding brake discs 35. When the braking of the wheels 18 isrequired, air under pressure is admitted to both ends of both cylinders41 simultaneously through the pipe system 47 and this forces the twopistons 50 in each cylinder 41 towards each other against the action ofthe springs 51. This operation rotates the brake head levers 25 indirections about the axes of their pivot supports 28, to move the brakeshoes 34 against the brake discs 35 respectively with braking force, andconsequently applies the brakes to the four car wheels 18simultaneously, so that these wheels are immobilized.

When the application of air pressure to the cylinders 41 is cut off, thecompressed springs 51 in their releasing movements positively move thebrake heads 32 into inoperative positions away from the brake discs 35to release the brakes on the car wheels 18.

FIG. 4 shows modified means for supporting each air cylinder unit 40. Inthis modification, there is secured to each side frame 10 a bracket 60extending centrally Q along the corresponding end of the bolster 12 andhaving an offset mounting end section 61 seated on and bearing againstthe top wall 62 of the side frame and secured thereto by means of studs63 and a horizontal platform section 64 spaced from the top of thebolster and extending along said bolster. The air cylinder unit 40 issecured to this horizontal platform section 64 by means of studs 65passing through the projecting ears 44 of the cylinder 41 and threadedinto said platform section. In all other respects, the construction andoperation of the brake mechanism is similar to that described in theconstruction of FIGS. 1-3, except that the brake head levers 25 of FIGS.1-3 would be changed slightly to a-ccommodate them to the differentheight of the cylinder pistons 52 without changing their basic design.

FIG. 5 shows another modified means for supporting each cylinder unit40. In this modification, the unit 40 is secured to the underside of thebolster 12 as shown, and the brake head levers 25 of FIGS. 1-3 will bechanged to accommodate for the different level of the unit withoutaltering its basic design. It should be noted in this connection thateach of the brake head levers in all cases will have a long tubularbearing at the elbow corresponding to the bearing 26 in theconstructions of FIGS. 1-3, and that the locations of the arms on saidbearing corresponding to the arms 30 and 31 in the constr-uctions ofFIGS. 1-3 will depend on the elevation of the power cylinder unit 40. Inall other respects, the construction and operation of the brakemechanisms shown in FIG. 5 will be the same as that described inconnection with FIGS. 1-3.

FIG. 6 shows still another modified means for supporting each cylinderunit 40. In this modification, there is secured to the bottom of eachside frame a bracket 70 extending centrally along the corresponding endof the bolster 12 and having a horizontal end section 71 and anupstanding offset section 72 adapted conjointly to grip the lowersection 73 of the side frame. The end bracket section 71 is secured tothe lower section 73 of the side frame 10 by means of studs '74. Thebracket 70 also has a horizontal platform section 75 spaced below thebolster 12 and extending therealong. The air cylinder unit 40 is securedto this horizontal platform section 75 by means of studs 76 passingthrough the projecting cars 44 of the cylinder 41 and threaded into saidplatform se-ction. In all other respects, the construction and operationof the brake mechanism is similar to that described in the constructionof FIGS. 1-3, except that the brake head levers 25 of FIGS. 1-3 would bechanged slightly to accommodate them to the different height of thecylinder pistons 52, without changing their basic design, in the mannerdescribed in connection with the modification of FIG. 5.

While the invention has been described with particular reference tospecific embodiments, it is to be understood that it is not to belimited thereto but is to be construed broadly and restricted solely bythe scope of the appended claims. 7

What is claimed is:

1. In a railway car truck, the combination of a pair of opposed sideframes extending along the longitudinal direction of the truck, a pairof parallel equalizer bars extending between and pivotally connected attheir ends to said side frames, four wheels supported on said sideframes with a pair of wheels near each side of the truck and with eachwheel near one side coaxial with a corresponding wheel near the oppositeside, the axles of said wheels extending parallel between said sideframes and trasverse to said longitudinal direction and being located onopposite sides of said pair of equalizer bars, means for applying brakesto the wheels, comprising an air cylinder unit between the wheels ofeach pair of wheels near the side frame supporting said pair, each unitincluding an air cylinder, a pair of pistons therein movable in oppositedirections under the influence of air under pressure in said cylinder,and piston rods connected to said pistons respectively, said brakingmeans also comprising four brake head levers, means supporting saidlevers on said equalizer bars for pivotal movement relative thereto,each equalizer bar pivotally supporting the two brake head levers for acorresponding pair of coaxial wheels, means carried by said levers forapplying brakes to said wheels respectively when said brake head leversare pivotally moved in predetermined directions, connections 'betweenthe two pistons of each cylinder unit near each side frame and the twobrake head levers operative with the two wheels which are supported onthe latter side frame for moving the latter two brake head levers insaid predetermined directions simultaneously upon the movements of saidpistons in said opposite directions under the influence of air underpressure in said cylinder, and means for supporting the air cylindersindependently of said brake head levers.

2. In a railway car truck, the combination as described in claim 1, eachof said brake head levers being in the form of a bell crank pivotallysecured at its elbow to a corresponding equalizer bar and having one armfor applying the brakes and one arm serving as the power arm operatedfrom the corresponding piston rod through the corresponding connectionand extending from said elbow towards the side frame nearest thereto.

3. In a railway car truck, the combination of a pair of opposed sideframes extending along the longitudinal direction of the truck, a pairof parallel equalizer bars extending between and pivotally connected attheir ends to said side frames, two parallel axles journalled in saidside frames on opposite sides of said pair of equalizer bars, car wheelsconnected to said axles near the ends thereof to form two pair ofwheels, the wheels of each pair being near the corresponding side frame,a truck bolster between said equalizer bars extending transverselybetween and supported on said side frames, said bolster being locatedbetween the two axles, brake discs rigid with said wheels respectivelyon the inboard sides of said wheels presenting respective brake faces ontheir inboard sides, four brake head levers for said wheels respectivelyeach in the form of a bell crank, having one power arm located betweenthe corresponding brake disc and the bolster and extending from theelbow of the lever along the bolster and towards the nearest side frameone arm longitudinally of the car truck in front of the correspondingbrake disc, each of said brake head levers being pivotally secured atits elbow to a corresponding equalizer bar for angular movement about anupright pivot axis, means carried by each of said longitudinallyextending lever arms for applying braking power to the brake face of thecorresponding brake disc when said lever is turned angularly about itspivot axis in a direction to move said longitudinally extending armtowards the corresponding brake disc into braking position, an aircylinder unit near each side of the truck between the wheels of the pairnear said side of the truck and comprising an air cylinder having itsaxis extending longitudinally of the truck, a pair of pistons thereinmovable in opposite directions towards each other along the latter axisin response to the admission of air under pressure into said cylinder,piston rods connected to said pistons respectively, connecting meansbetween said piston rods and the power arms of the two brake head leversrespectively which are operatively associated with the wheels of thepair near said side of the truck for moving said brake head levers intobraking positions under the influence of air under pressure in saidcylinder and means for supporting the air cylinders independently ofsaid brake head levers.

4. In a railway car truck, the combination as described in claim 3, eachof said air cylinder units being connected to the top of the truckbolster.

5. In a railway car truck, the combination as described 5 6 in claim 3,each of said air cylinder unit being connected being secured to thecorresponding bracket underneath to the underside of the truck bolster.the bolster.

6. In a railway car truck, the combination as described in claim 3,comprising a bracket secured to the top of References Cited y theExaminer each of the side frames, each of said air cylinder unit 5UNITED STATES PATENTS ggilrsltgersecu-red to the correspondlng bracketover the 2,274,859 3/1942 Eksergian 188 59 X 7. In a railway car truck,the combination as described 3027976 4/1962 Soddy 188-59 in claim 3,comprising a bracket secured to the bottom DUANE A REGER P E of each ofthe side frames, each of said air cylinder unit 10 rlmary xamme"

1. IN A RAILWAY CAR TRUCK, THE COMBINATION OF A PAIR OF OPPOSED SIDEFRAMES EXTENDING ALONG THE LONGITUDINAL DIRECTION OF THE TRUCK, A PAIROF PARALLEL EQUALIZER BARS EXTENDING BETWEEN AND PIVOTALLY CONNECTED ATTHEIR ENDS TO SAID SIDE FRAMES, FOUR WHEELS SUPPORTED ON SAID SIDEFRAMES WITH A PAIR OF WHEELS NEAR EACH SIDE OF THE TRUCK AND WITH EACHWHEEL NEAR ONE SIDE COAXIAL WITH A CORRESPONDING WHEEL NEAR THE OPPOSITESIDE, THE AXLES OF SAID WHEELS EXTENDING PARALLEL BETWEEN SAID SIDEFRAMES AND TRANSVERSE TO SAID LONGITUDINAL DIRECTION AND BEING LOCATEDON OPPOSITE SIDES OF SAID PAIR OF EQUALIZER BARS, MEANS FOR APPLYINGBRAKES TO THE WHEELS, COMPRISING AN AIR CYLINDER UNIT BETWEEN THE WHEELSOF EACH PAIR OF WHEELS NEAR THE SIDE FRAME SUPPORTING SAID PAIR, EACHUNIT INCLUDING AN AIR CYLINDER, A PAIR OF PISTONS THEREIN MOVABLE INOPPOSITE DIRECTIONS UNDER THE INFLUENCE OF AIR UNDER PRESSURE IN SAIDCYLINDER, AND PISTON RODS CONNECTED TO SAID PISTONS RESPECTIVELY, SAIDBRAKING MEANS ALSO COMPRISING FOUR BRAKE HEAD LEVERS, MEANS SUPPORTINGSAID LEVERS ON SAID EQUALIZER BARS FOR PIVOTAL MOVEMENT RELATIVETHERETO, EACH EQUALIZER BAR PIVOTALLY SUPPORTING THE TWO BRAKE HEADLEVERS FOR A CORRESPONDING PAIR OF COAXIAL WHEELS, MEANS CARRIED BY SAIDLEVERS FOR APPLYING BRAKES TO SAID WHEELS RESPECTIVELY WHEN SAID BRAKEHEAD LEVERS ARE PIVOTALLY MOVED IN PREDETERMINED DIRECTIONS, CONNECTIONSBETWEEN THE TWO PISTONS OF EACH CYLINDER UNIT NEAR EACH SIDE FRAME ANDTHE TWO BRAKE HEAD LEVERS OPERATIVE WITH THE TWO WHEELS WHICH ARESUPPORTED ON THE LATTER SIDE FRAME FOR MOVING THE LATTER TWO BRAKE HEADLEVERS IN SAID PREDETERMINED DIRECTIONS SIMULTANEOUSLY UPON THEMOVEMENTS OF SAID PISTONS IN SAID OPPOSITE DIRECTIONS UNDER THEINFLUENCE OF AIR UNDER PRESSURE IN SAID CYLINDER, AND MEANS FORSUPPORTING THE AIR CYLINDERS INDEPENDENTLY OF SAID BRAKE HEAD LEVERS.